Apparatus for burning pulverized fuel in locomotives



H. R. BARNHURST, H. R. COLLINS' AND H. G.BARNHUHST.

H. sAnuHuRsr. ADMINISTRATOR or H. n. BARNHunsT. oec'n. APPARATUS FORBURNING PULVERIZED'FUEL IN LOCOMOTIVES.

APPLICATION FILED MAR. 25. 1914.

w/rmsssfs H.B. BARNHURST, H'.R. COLLINS AND HHG. IBARNHURST.

I-I. G. IIARNIIuRsT. ADMINISTRATOR or II. II. BAIINHURST. Dic'n.APPARATUS FORBURNING PULVERIZED FUEL IN LOCOMOTIVES. APPLICATION FILEDMAR. 25, 1914.

1,383,371 Patented July 5, 1921.

HEET 2.

H. H. BARNHURST, H. R. COLLINS AND H. G. BARNHURST.

H. G. BARNHURST. ADMINISTRATGR or H. R. BARNHURST. DECD. APPARATUS FORBURNING PULVERIZED FUEL IN LOCOMOTIVES.

APPLICATION FILED MAR. 25. 1914.

m///VESy '3 Hf. R.4 BARN-HURST, H.`B. COLLINS AND H. G.'BARNHURST.

H. s. BARNHuRsAT, ADMlNisTRATcR or H. R. BARNHURST, DEc'D. APPARATUS FORBURNING PULVEHIZED FUEL AIN LOCOMOTIVES.

. APPLICATION FILEU MAR. 25| I9|4 July 5,

4 SHEETS-SHEET 4.

UNITED lSTATES PATENT OFFICE.

HENRY R. BARNHURST, IDECEASED,v LATE OF CATASAUQUA, PENNSYLVANIA, '.BY iHENRY G. BARNHURST, ADMINISTRATOR, AND HARRY R. COLLINS, OF ALLEN- TOWN,AND HENRY G. BARNHURST, OF CATASAUQUA, PENNSYLVANIA, ASSIGN- ORS TO FUELSAVINGS COMPANY, 0F ALLENTOWN, PENNSYLVANIA, A CORPORA- TION 0FPENNSYLVANIA Specification of Letters Patent.

Patented July 5, 1921.

Application led March 25, 1914. Serial No. 827,201.

To all V'whom z't may comer/n:

Be it known that HENRY R. BARNHUns'r, deceased', late a citizen of theUnited States, residing at Catasauqua, county of Lehigh, and State ofPennsylvania, HARRY R. CoL- LINs, a citizen of the United States,residing atAllentown, county of Lehigh, and State of Pennsylvania, andHENRY Gr. BARNHURST, a citizen of the United States, residing atCatasauqu'a, county of Lehigh, and State of Pennsylvania, have inventedcertain new and useful Improvements in Apparatus for Burning PulverizedFuel in Locomotives; and the following is a full, clear, and exactdescription ofthe invention, suoli as will enable others skilled in theart to which it appertains to make and use the same.k

This invention relates to certaln new and useful improvements in andrelating to the utilization of pulverized fuel for the generation ofsteam in locomotive boilers. It embodies the adaptation to such uses, ofthe general mode of operation and the general principles-ofconstruct-ion set forth in an application Serial No. 828,465, filed onbehalf of Henry R. Barnhurst, on March 3l, 1914, wherein anair-injection jet, supplied with a continuous current of air ofVrelatively high velocity and pressure is supplied to the interior of aburner tube, under such conditions that it will entrain a large volumeof secondary air through the annular space between the burner pipe andthe jet pipe, and will also entrain air through an orifice in the burnerpipe in close proximity to the air jet, together with pulverized fuelwhich is simultaneously fed through said-orifice; with the resultanteffect that the Yprimary high pressure air, the secondary air supply oflarge volume` and the fuel and air entrained through the orificereferred to shall unite in front of the jet tube and be projected intothe furnace chamber or other space to be heated at a relatively lowpressure and velocity, suitable for deflagration in the immediatevicinity of the entrance of the mixture into the combustion chamber.

The present invention contemplates the adaptation of this general modeof combustion of pulverized fuel to locomotive uses, to which it isparticularly adapted; although it will be understood that many of the1ndividual features of adaptation are likewise applicable to pulverizedfuel burners of an analogous type.

In using the apparatus hereinafter disclosed, the rate of combustion inthe fire-box of the locomotive can be accurately controlled and madesubstantially constant independent of the exhaust from the cylinders ofthe locomotive, and for most efiicient operation there is advantage inregulating the gas pressure in the smoke-box of the locomotiveindependent of the cylinder exhaust and variable in proportion to thevolume of the air and fuel being delivered into the tire-box, so thatthere may always be progressive movement of the products of combustionthrough the flues of the locomotive, but this movement will never be toofast for efficient steaming, nor so irregular as to interfere withcomplete combustion before the materials leave the hot zone of thefreebox.

In addition to regular and controllable movement of the hot productsthrough the locomotive, the system here disclosed admits of completecontrol of the quantity of pulof the volume of air admitted with thatfuel to insure its complete combustion. The coal can be convenientlycarried on the locomotive tender and the high pressure air may beobtained from a blower conveniently located, and the connections betweenthe burner tube on the locomotive and the coperating elements carried bythe tender, are suoli that the tender may rock with respect to thelocomotive as in goin over rough trackage, without disturbing tieiroperative relationsor interfering with the regularity of delivery of thecoal and air.

In the accompanying drawings,

Figures l and 2 show in elevation a locomotive and its tender, certainof the parts being in cross section tol illustrate more clearly therelation of the several parts;

Fig. 3 is a cross section on the line 3-3 gf Fig. 2', showing the rearend of the fire ox; Fig. 4 is a section on the line 4 4 of Fig. Qlooking toward the engine; i

Fig. 5 is. a section through the tender on burner ders, and Fig. 410 isa detail of the ash oor.

The tender, which .may carry many elements'of the invention heredisclosed, is in -large' part of standard construction, but-1t issurmounted by a coal bin 10 suitably attached and' removable if desired,this bin being covered and provided with suitable v coal bin preferablyslopes toward the cen-l openings through which the pulverized coal canbe introduced. The bottom 11 of the ter, as shown in Fig. 4, and alsoslopes A downward toward the front of theV bin as shown in Fig. 2, andlying along the center of the sloping bottom is an air; jet pipe 12through which air may be forced from a suitable air tank 13 -undercontrol'of a valve 14. The air tank 13 may be supplied with air underpressure from the air brake system, and it is the function of the airjets delivered by pipe 12V to liven thel coal and facilitate itsforward4 movement over vthe bottom of the coal bin.

Pulverized coal is made up of smallparticles, each havingsharp facetsand angles arising from the process of pulverization, and by vibrationofthe coal bin as the tender moves over the track these particles packclosely together with expulsion of the entrained air, andthe particlesseem to inter-4 lock in such manner as to interfere with free flow.However, by Adelivering air into the pile of coal as above described,the air. pressure is sulicient to agitate the coal,

andthe air jets also have the function of introducing into the masssufficient ,air to separate the particles and allowl them to flow morefreely lto the p oint of discharge into the feed apparatus.

- The feed apparatus comprises a hopper l5 from which the coal passesthrough a pair of gates 16 and 17 into a housin 18 wherein. a screwconveyer 19 is suitably mounted. The'shaft 20 of the screw conveyer iscarried at its rear end in'a bearing 21, and

is equipped with a sprocket wheel 22` whereby it may be driven toadvance the pulverized fuel admitted from `the coal bin. At the frontend of housing 18, and pref-y erably removable therefrom for purposes ofrepair, :is an auxiliary housing 23, at the forward end of which is aremovable front bearing 24, wherein the shaft' of the screw conveyer isheld. An auxiliary conveyer 25 tion or in the vibratory is mounted onthis shaft, but is spaced from the front end of conveyer 19 far enoughto form a'substantial gap 26. The blades of conveyers 19 and 25 may .beintegral with the shaft 20, or may be. suitably attachedv thereto andpreferably they fit `closely within their housings so that no`pulverized fuel may be drawn by suction through the space allowed forclearance between the conveyers and their housings.

At the frontend of the auxiliaryphousing v.

23 is a vertical passage 27 closed at the ,top by a cover plate 28 andat the bottom terminating in a 'removable fuel nozzle 29 through whichthe fuel is delivered for mixinr with air in the burner tube.

' lVith the 'arrangement above described, the delivery of the fuel ispositive and 'under absolute control. As experience has shown,

the ordinary means of feeding fuel from a stationary bin will notsuffice where the whole apparatus, including the bin, isin a stateofvibration, as on a locomotive, fory there the vlbrations and motionstrans;

` mitted to the coal vary from time to time,

in accordance with the speed andthecondition of the track'and are'likely to produce irregularity in the quantity of coal delivered. Thisis particularly the -case when there is any suction of air acting on thepulverized fuel. rangement, however, there lis no ehance that anysuction at the fuel nozzle will cause a delivery of coal faster than isdesirable', or will suck the coal forward 'along its spiral path fasterthan the conveyer is being turned for the 'gap 26 between conveyer 19 4and the auxiliary conveyer 2 5 interrupts the continuity of the spiralpath and insures the formation of a plug or slug ofackcd coal betweenthe two conveyers, eyond which no suction reaches. As the screw conveyeris rotated, this-plug ordaml of pulverized coal which fills the casingat the gap 26 is pushed bodily forward by further deliveries fromconveyer 19, and is pro- A' gressively taken up byl conveyer 25, for

With the present arpositive and regulated delivery through the l nozzleY29. There can. be no flooding with fuel, irrespective of variations invthe succonditions under which the apparatus is working.

Ill-5 The injector; whereby the pulverized fuel 4 is delivered into thefurnace of the locomotive, comprises a burner tube 30 preferably of ovalcross-section, as indicatedin Fig. 8, with a fuelreceiving funnel 31 at.its top, over which nozzle 2 9 is supported,vand"withl respect to whichsaid nozzle is freely movable, either vertically or"h ori zontally.Burnertube 30 may be inclined upwardly, as shown in Fig. 2, t'o meet theexigencies of existing locomotive design, or can be placedhorizontally'if the fire-box opening is'low enough and is entirely openat its rearV end' tube as shown a certain protection is afforded againstexplosions in the fire-box, for if at any timethe'supply of air fails ordrops below that necessary for proper propulsion of the fuel through theburner tube, the vfuel will run out at the lower end of the burner tubeand so warn the fireman of the trouble. If it were allowed to run intothe hot tirepot, unaccompanied by its proper complement of air, it mightdevelop there a aseous mixture of an explosive. character. hand openin30 is provided in pipe 30 through which dling may be introduced into thefire-box to start the lire.

The air supply pipe 32 is not mechanically connected with burner tube30, but is free to shift in position with respect thereto, in accordancewith the relative shifting of locomotive and tender as they move overthe track. Air is supplied to the air pipe 32 from a suitable fan 33,preferably mounted at the rear of the tender under an overhanging canopyof the coal bin. An electric motor 34 supplied with current from storagebatteries 35 is preferably used for driving this fan, and if desired thestorage batteries may be connected in ordinary manner across a turbinegenerator carried on the top of the locomotive as hereinafter set forth.A gate 36 is provided in the air pipe, whereby the pressure and volumeof air may be controlled, though usual controlling means may be appliedto the motor 34 and its fan 33 to insure a positive and regulateddelivery of air under relatively high pressure at the ,for-

ward end of air pipe 32. Slidably mounted on' air supply pipe 32 is acone 37 which may be advanced toward the rear open end of the burnertube 30 to regulate the size of the air opening between the burner tubeand the air pipe.

At the front end of burner tube 30, and of a size suitable forintroduction into the or dinary stoking door of a locomotive is a burnernozzle 38 downwardly inclinedl with respect to the burner tube, andpreferably provided at its extreme forward end with a lip or bevel 39for directing downwardly the incoming fuel and preventing its violentcontacty with opposite parts 'of the furnace wall. This burner nozzlecan, with advan-y tage, be a hollow casting with a water chamber 40completely encircling the fuel passage andl with a flange 41 overlappingthe sides of the door opening to insure a relatively tight and constantconnection. Water may be conveyed to this water chamber and circulatedcontinuously therethrough by way of pipes 42 connected through flexibleconnections 43 with the water tank of the tender. Preferably, one of thewater pipes projects into the bottom of the water tank, and the otherleads to a motor driven pump 44,

- the connection bein whereb a constant and regulated flow of watertrough the burner nozzle may beef` feCted.

set 47 positioned on the top of the locomotive between the steamdome andthe sand box, made through usual control apparatus. referably, thebattery 35 at the rear of the tender is connected in as a part of thiselectrical system, so that it may be charged when the locomotive isunder steam, and can be relied on for runnin the motors when the engineis cold and the hgre is being kindled.

,Whenithe blower is in action, delivering air under high velocitythroughpipe 32 into the burner tube 30, there will be developed by the injectoraction a suction of air at funnel 31, so that pulverized fuel deliveredfrom the fuel nozzle 29 will be caught by this downwardly moving air andmixed therewith. Also, air will beentrained through the rear open end ofburner tube 30, the exact proportion depending somewhat on the positionof the adjusting cone 37. The result is that the high velocity airsupplied by pi e 32 becomes mlXed with a larger volume o slowly movingair drawn in through the rear of tube' `30 and through funnel 31, andwith this entube. By arranging the fuel nozzle above the air supply plpe32, and just in the rear of its delivery end, the pulverized fuel is atonce started inwardly by air of high velocity and so is scatteredthroughout the entire cross section 4of the tube, and is started towardthe burner nozzle at a speed sufficient to obviate any danger ofclogging in the burner tube, even though the latter be upwardlyinclined, as contemplated by this inventionand as illustrated by Fig. 2.But when the fuel reaches the burner nozzle, it and the'high velocit airwhich gave it impetus are so intimate y mixed with the much largervolume of entraned air that the whole mixture comes out of the burnernozzle at slow velocity and in a most. advantageous condition fordelivery to a fire box.

By the arrangement disclosed, it is possible to use a small highpressure fan and yet obtain at the delivery end of the burner a largevolume of low pressure air, and by suitably adjusting the sizes of theair supply pipe 32 and the burner tube 30, it is possible admixture ofhigh velocity and low velocity f air, and just the proper relationbetween pul-. verizedl fuel and total air. A definite knowledge of thequantity of air thus entering the furnace is exceedingly valuable inthat ,it enables a quantity of fuel to be supplied which shall give aknowny temperature in the furnace when combined ywith the,

known quantity of air used for its projection.

The furnace of the locomotive may be of special construction to insureeicient combustion of the fuel. The furnace shown has a combustionchamber 48 in the form of a y hopper lined at its bottom and at itssides .system of the boiler.

by fire brick to preserve the metal backing where the backing is notpart of the water The more important function of this fire brick is,however, to prevent the absorption of heat from the com: bustion chamberas far as possible so that perfect combustion of all the fuel maycomplete itself therein with high economy and the best conditions ofcombustion and with the minimum production of smoke.

The combustion chamber 48 is partly cov.- ered over below the fire-boxcrown sheet with an inclined arch 49 of fire brick supported by watertubes 5() through which water is continually passing, stimulated by theheated surroundings. The space between the arch and the crown sheetforms a wide flue and chamber leading to the boiler tubes, andintercepted only by the water cooled tubes 50 whereby the arch issupported.

The water cooled nozzle 38, through which the fuel and air enter thecombustion chamber, delivers its fuel laden air current beneath theinclined arch 49 'and directed downwardly toward the bottom of thecombustion chamber, and from there the gaseous products return upwardalong the lower face of the arch and between the uncovered portions ofthe water tubes 50, and thus over the -upper edge of the arch andultimately into the tubes 51 of the boiler. Even though the fire brickof the arch may burn away partly, under the great heat of perfect.combustion in chamber 48, the water protection of tubes 50 ultimatelybecomes effective in preventing further destruction. The gases producedby combustion in the combustion chamber will be approximately six toseven times the volumeof the entering air, but this -volume is reducedas the fire box and tubes in their uncovered portions absorb heat fromthese gases.

In order that accumulations of ash and slag may be disposed of, a trapdoor 52 is provided at the bottom of the hoppered combustion chamber 48.This door 'constitutes a closure for a grid-work made by omitting someof the bricks at the bottom corner of the hopper, as shown in plan ViewlFig. 10,

and swings about the pivotal center 53 to uncover the openings 52 andallow the ashes and slag to drop out. The door. is controlled by meansofa rod 54 running to a bell crank which is actuated by means of av handlever 55 in the cab of the locomotive. In the form of dust the ash willblow away quicklv by the motion of the train, but to facilitate itsremoval there is provided an air-inlet just above the pivotal center 53.and normall closed by a door 56 which can be opened rom the' cab bymeans of a hand lever 57 actin through connecting rods and a bell cran58. 7ith the ash door 52 dropped down into openposition, the opening ofair door 56 will allow a current of air introduced by the movement ofthe` train to sweep across the top face of the ash door, therebysweeping away the ashes and slaff and quickly clearing the bottom of thelioppered combustion chamber 48. These doors 52 and 56 also afford`openings through which kindlings may be introduced to start a firecapable of igniting the fuel projected through the water cooled nozzle.The brick work of chamber 90 48 is supported from a mud ring 59, formingthe base of the normal firebox of a locomotive. By ,sloping the walls ofthe combus` tion chamber downward and inward, as shown, the brick workis well braced against its metal back and is not dislodged by thevigorous shaking and vibration to which the locomotive is subjectedwhile in service.

All gases formed in the fire-box pass through the tubes 51 of thelocomotive where heat is absorbed from them and ultimately reach thesmoke box at the front of the locomotive. The volume entering the smokebox in this way is in the neighborhood of twice the amount of airentering the fire-box No spark arrester need be provided for no particleof fuel large enough to make a spark enters or emerges from the lire-boxor tubes.

The arrangement of elements at the smoke stack departs from the standardpractice inv 110 the following particulars. The smoke stack itself,while being of the usual width from side to side, is extendedlongitudinally of the locomotive into the oval outline illustrated byFig. 9, and has a cross-section very 115 much greater than that of the'usual smoke stack. This oval outline gives the added area desiredwithout obstructing the engineers view of the track ahead. Within thesmoke stack and at about the position 120 indicated by Fig. l is acircular pipe 60 perforated around its top and supplied with steamthrough a pipe 61 controlled from the cab of the locomotive by means ofa valve 62. Steam admitted to this perforated ring 125 60 can be used tocreate a steady upward draft through the smoke stack quiteindependentfof the engine exhaust and of an intensity which can be related with nicety to correspond with the esired rate of com- 180 bustionin .the fire-box. This is of convenlence at times in changing the rateof combustion in the fire-box.

The exhaust conduits 63 which lead upward from the engine cylinders areprovided with telescoping ends 64 whereby their effective length may beadjusted. According to the lpreferred arrangement, the exhaust from theengine is carried solnear the top of the smoke stack that, it exerts buta moderate effect upon the draft through the tire-box, this arrangementbeing quite the reverse of the usual locomotive practice, for inaccordance with that practice, the engine exhaust is relied on verylargely to accelerate the passage of gases through the lire-box and thelocomotive tubes. The exact adjustment of the 'telescoping ends 64 isarrived at by trial, but when their most advantageous position has oncebeen located, they may be permanently bolted in position an-d need notbe disturbed.

As a means for further controlling the draft conditions at the smokestack, there is provided an air damper 65 at the bottom of the smoke boxcontrolled from the cab by means of a hand lever 66 suitably connected.

The mode of operation of the construction above described is essentiallyas follows:

llVith the engine cold and the storage battery 35 suitably charged,kindling is introduced into chamber 48 either through the opening of theash door 52 or through the hand hole 30', and after the flame is hotenough the motor 34 is started and air from blower 33 is forciblyprojected through air pipe 32 into burner tube 30. At the same timemotor 46 is started and coal passing in regulated quantities through theadjustable gates 16 and 17 is transported by conveyers 19 and 25 anddelivered through fuel nozzle 29 into the fuel receiving funnel 31 whereit is caught by the entrained air and carried forward beyond thedischarge end of the air supply 32v and there receives the impact of therapidly moving air and is projected forward and upward through fuel pipe30, while simultaneously being intimately commingled with the airentrained through the rear end of burner tube 30. When the fire is beingstarted, the quantit of fuel and air supply may be carefully adjusted toprevent smothering the fire, and after the fire box and the entirelocomotive once heats up to normal temperature, the proportions of airand fuel and their speed of movement through the locomotive arecarefully adjusted to insure complete combustion of the fuel with aminimum of excess air and with such speed of movement through thelocomotive tubes that a high rate of heat absorption will be insured.

1n general, it is the object to maintain relv atively stable conditionsinthe fire box, and relatively constant flow of the products ofcombustion from the smoke box independent of the engine exhaust, givingthe coal ample time to burn completely before it comes in contact withthe Water cooled surfaces of the boiler. l

Such disturbing action as the exhaust might have in the constructionhere described can be controlled by opening or closing the air door 65at the bottom of the smoke box, for air thus admitted reduces the vacuumenforced by the exhaust. A moderate partial vacuum at the smoke box isnecessary to the continuance of the current of gases through the boilertubes 51.

Under the above conditions, it is essential that the volume of airpassing out of the burner pipe shall be closely controlled, for upon itsproportion to the fuel entrained and entering the furnace depends themaintenance of proper temperatures in the fire box. As the fuel travelafter delivery to the burner pipe is very short, a low pressure canthere be used without danger that the entrained coal will deposit in.the pipe, and by locating the fuel inlet as above described with respectto the air feed pipe and the Iopenings through which the large volume ofadditional air is entrained at low velocity, a complete comminglin'g ofthe high and low velocity air and the pulverized fuel is insured, thehigh velocity air distributing its energy to the entire mass and movingthat mass forward with a steady even How into the hopper.

As hereinbefore noted` the construction of the burner tube, the conveyerfor supplying pulverized fuel thereto, and the high pressure pipe forentraining air through the annular space between the burner tube and theair-injectorpipe and through the orifice which delivers the pulverizedcoal into the burner tube, constitute the sole invention of Henry R.Barnhurst, and, for that reason, is

not claimed in the present case save in its relation to the otherelements of the system described and shown for making it available tospecial advantage, for locomotive uses.

v lVe claim:

1. 1n a system for burning pulverized coal in locomotives, thecombination of a burner tube carried by the locomotive, means carriedWholly on the locomotive tender for elevating and delivering mlverizedfuel in regulated amount to said burner tube, an air supply pipeprojecting into said burner tube in position to drive the fueltherethrough, a blower on said tender supplying air to said pipe, saidfuel supplying means being movable with respect to said burner tubetoallow movement of the locomotive tender with respect to the locomotive.

2. 1n a system for burning pulverlzed fuel in locomotives, thecombination of a bin on the locomotive tendei` and adapted to holdpulveri'zed coal, a burner tube on 'the said air supply pipe beingfreeto swing in.

said burner tube in accordance with swaying of the locomotive withrespect to its tender.

3. In a system for burning pulverized coal in locomotives, thecombmation or a burner tube carried entirely by the locomo-r tive, meanson the locomotive tender for dropping pulverized fuel in regulatedamount linto said burner tube, an air supyply pipe carried by the tenderand projecting into said burner tube in posltion to drive the fueltherethrough, said pipe being spaced from said burner tube to permit theentrainment of air therebetween and to permit swaying of the tender withrespect to the locomotive.

4. In a system forl burning pulverized fuel inlocomotives, thecombination of a burner tube carried entirely by the locomol tive, fuelsupplying/means and air supplying means both carriedentirely by thetender and bothdischarging directly into said `burner tube but beingfree from mechanical connection therewith, thereby permitting relativemovement of tenderand locomotive.

y5.*In la system for burning pulverized coal in locomotives, thecombination of a hoppered combustion chamber, an upwardly inclinedburner tube for delivering pulverized coal and air thereto, said tubebeing open at its lower end, a downwardly inclined nozzle for saidburner tube and means for supplying pulverized coal and air near thelower en'd of the burner tube.

6. In a system for burning pulverized -coal in locomotives, thecombination of a coal bin carried by the tender of the locomotive, aburner tube mounted wholly on the locomotive, positively driven'meansfor delivering coal fromv said bin to said burner tube, a blower mountedon said tender, and an air pipe projecting into the open rear end of theburnertube and free to move laterally therein, said air supply pipebeing positioned to drive forwardly through said burner tube thepulverized coal separately delivered thereto fromsaid coal bin.`

7. In asystem for burning pulverized coal in locomotives, thecombination of a hoppered combustion chamber having an arch, a'burnertube mounted on said loco= motive anddelivering a combustible mixtureinto said chamber and directed downwardly below said arch, said tubebeing open at its rear end and means carried by the tender of saidlocomotive for separately delivering pulverized coal and air underressure to the rear of said burner tube, an for mixing said materialswith additional air entrained through the open rear end of sald burnertube.

8. In a furnace for burning comminuted the upper part thereof, andadjacent to said top opening. l

9. n a locomotive lfor burning comminuted fuel, the combination of acombustion chamber extending, below the mud ring of the locomotive andhaving a plurality of its bounding walls downwardly and inwardly slopedat the bottom, a slag outlet at the bottom of one of said walls, saidcombustion .chamber being arranged to discharge the products ofcombustion into the locomotive flues and a fuel and air supply twyerdischarging into said combustion chamber and, thereafter across saidslag outlet.

10. Ina locomotive for burning comminuted fuel, the combination of acombustion chamber having a plurality of its bounding walls downwardlyand inwardly sloped, a slag outlet at the base of one of said walls andbelow the mudring of the locomotive, an arch for said combustionchamber, an opening for the discharge of products of combustion aroundsaid arch and into the locomotive fines and a fuel and air supply twyerdischarging into said combustion chamber above the bottom thereof andbelow said arch. 'I

11. In a furnace for burning comminuted fuel, the combination of acombustion chamber having a plurality of its bounding walls downwardlyand inwardly sloped, a slag outlet adjacent to the `bottom of one of thesloping walls of said chamber, a water cooled arch for said chamber witha passage for the discharge of products of combustion arounds aid archand a fuel and air supply twyer discharging into said chamber above ,thebottom thereof and under said arch.

1Q. In a locomotive for burning comminuted fuel, the combination of acombustion chamber extending below the mud ring of the locomotive andhaving its front and rear walls formed of fire brick and downwardly andinwardly sloped at the bottom, a slag outlet at the bottom of one ofsaidv sloping walls, means operative from the cab of the locomotive foropening said slag outlet, an arch for said combustion chamber and a fueland air supply conduit discharging into said combustion chamber abovethe bottom thereof and below said arch.

13. In a locomotive for burning comminuted fuel, the combination of amud ring,

1- at the bottom, a slag outletat the bottom thereof.

of one of said sloping walls, an arch for said combustion chamber and afueland air supply conduit discharging downwardly into said combustionchamber below said' arch and directing :the fuel toward and across saidslag outlet.

14. In a locomotive forburning comminuted fuel, the combination of a mudring, a combustion chamber depending therefrom and having an opening atits top and having a plurality ofl its walls formed of brick andconverging below thev mud ring with a yslag, outlet at the baseof'said'converging walls, and av fuel and air twyer discharging into therear of said combustion chamber abovethe bottom thereof and directing'the fuel toward and. across said slag outlet. I 15. In a system forburning pulverized coal in locomotives, the combination -with 'thesmoke-box of the locomotive and a controllable air inlet at lthe basethereof, of a-smolrestack, means for protecting the smoke-box and thesmoke-stack from the disturbing 'action of the engine exhaust so that apartial lvacuum of substantially constant value may be maintained in thesmoke-box and in the iues leading there-v to, a fire-box for saidlocomotive,1and means for delivering pulverized coal land air into saidfire-box in proper relative proportions to insure substantially completecombustion, substantial-ly as described.

16. -In a system. for burning pulverized coal in locomotives, thecombination ,with

the smoke-box of the locomotive, of a smokestack, means for protectinglthe smoke-box and the lsmoke-stack from the disturbing action of theengine exhaust, means ,for`

maintaining a controllable .fluid jet within n vsaid smoke-stack` tosteadily maintain the desired partial vacuum in the smoke-box and in theflues leadingthereto, aire box for said locomotive and means fordelivermg box 1n proper relative proportions to insure substantially comlete combustion, substantially as described). n

17. In a furnace for burnin comminuted fuel, the combination of a' comustion chamber having a plurality of .its bounding walls downwardl andinwardly sloped for the major portlonof thei-r extent, and which isunobstructed `and open at top for the discharge Yof products ofcombustion, and a fuel and air supply twyer .discharging downwardlythereinto from the upper portion 185111 a furnace forl burningcomminuted ulverized coal and lair into said fire-f 4 charge of productsof combustion, and a fueland air supply conduitleading into the upperportion of said chamber and disposed in direction to project the fueland air delivered therefrom, in a downward direction, against one ormore of the sloping walls of said chamber.

19. In 'a furnace for burning comminuted fuel, the combination of acombustion chamber havin a plurality of its bounding walls downwar ly.and inwardly sloped for the major portion of their extent, and which isunobstructed and openat top for the discharge of products of combustiomafuel and air supply conduit leading into the upper portion of saidchamber and disposed in direction to project the fuel and air deliveredtherefrom, in a downward direction, against one or more of the slopingwalls of the combustion chamber, and a slag discharge outletlocatedadjacent to the bottom of one of the sloping walls of said chamber.

20. IThe combination, with a heating chamber, of asubjacentcombustionchamber having a plurality of its bounding walls downwardlyand inwardlysloped for the major portion of' their extent, and which is uncharge vofproducts of combustionto the obstructed and open at top for thedisheatingl chamber,jand a fuel Aand air supv ply twyer .dischargingdownwardly into the combustion chamber from the upper portion thereof.v

. 21. In an apparatusfor burning ulverized fuel, the combination of mecanism for conveying pulverized fuel for delivery to a boiler furnace,mechanism for supplying a blast of air to said fuel, power-operated.means for independently actuating said mechanisms, means forexhausingthe gases `of combustion, and` .manually-o erable means forindependentlyjcontrol ing the operation of said conveying and supplying`mechanisms and said exhausting means.

ized fuel, .the combination of mechanism for conveying pulverized fuelfor delivery to a boiler furnace, mechanism for supplying a blast of airto' said fuel, motors, each independently actuating one ofsaid'mechanisms,

22. In ank apparatus for burning pulvermeans for"exhaust1ng the ases ofcombu'st tion, 'andmanually operab e vmeans for independentlycontrolling the operation of said motors and of the exhausting means.

t 23. The combination with Ya steam boiler, of mechanismv for conveyingpulverized fuel into, the burner tube thereof, mechanism for supplyingVa blast of lair to the boiler furnace, motors each independently torsand of said exhausting means.

24. In a System for burning pulverized coal in locomotives, thecombination with the smoke-box of the locomotive and a con-. trollableair inlet at the base thereof, of a smoke-stack having an opening ofextended area, means within the smoke-stack for protecting the smoke-boxand the smoke-stack from the disturbing action of the engine exhaust sothat a partial vacuum of substantially constant value may be maintainedin the smoke-box and in the flues leading thereto, a fire-box for saidlocomotive, and means for delivering pulverized coal and air into saidfire-box in proper relative proportions to insure substantially completecombustion; substantially as described.

25.` In a system for burning pulverized' co'al in locomotives, thecombination with the smoke-box of the locomotive and a controllable airinlet at the base thereof, of an oval shaped smoke-stack having itslonger diameter lengthwise of the locomotive boiler, means within thesmoke-stack for protecting the smoke-box and the smoke-stack from the ydisturbing action ofthe engine exhaust so" that a partial vacuum ofsubstantially constant value may be maintained in the smokebox and inthe fiues leading thereto, a firebox for said locomotive, and means lfordelivering pulverized coal and air into said lire-box in proper relativeproportions to insure substantlally complete combustion; substantiallyas describe 26. In an apparatus for burning pulver- .A

ized fuel in the furnace of a boiler for supplymgsteam to a prime mover,the combination of mechanism for conveying pulverized fuel for deliverytothe boiler furnace, mechanism forsupplying a blast of air'to saidfuel, power-operated means for independently actuating said mechanisms,means for exhausting the gases of combustion by utilizing for thatpurpose the exhaust steam from the prime mover, and manually-operablemeans for independently controlling the operation of said conveying andsupplying mechanisms and said exhausting means.

27. In an apparatus for burning pulverized fuel in the vfurnace of aboiler forsupplying steam to a prime mover, 'the combination ofmechanism for conveying pulverized fuel for delivery to a boilerfurnace, mechanism for supplying a blast of air to said fuel,power-operated means for independently actuating said mechanisms, meansfor exhausting the gases ofcombustion by utilizingthe exhaust steam fromthe prime mover, and manually-operable Imeans 'for independentlycontrolling the 'f operation of said conveying and supplying mechanismsand said exhausting means, the control of thel means for exhausting thegases of combustion being effected by regulating the admission ofexterior air'to the gases of combustion.

In testimony whereof we alix our signatures in the Eresence of twowitnesses.

- H -NRY G. BARNHURST, Administrator of tw estate yof" Hemjz/ R.Bamhurst, deceased. a,

H. R. COLLINS. HENRY G.' BARNHURST. Witnesses: v'Vro'ron J Downs,

Ro'r. E. GANGAWER.

